(engine rumbling)
- On this episode of Hot Rod Garage,
the Chev Hell sees some boost.
(engine revving)
(tires squealing)
(rock music)
Welcome back to Hot Rod Garage presented by Lincoln Tech.
We're here today with Lucky's Chevelle.
It's a '66 Chevelle he calls Chev Hell.
It's one of my favorite driving hot rods.
This thing was super reliable.
Handled awesome.
Stopped great.
Six liter LS truck motor with a TG-6.
Super fun car.
And you've used it up?
- I've worn out the transmission.
Worn out the motor.
Worn out everything.
Broke suspension parts,
so this is the complete redo.
- This car has been all over.
Power tour a couple times.
- Couple times.
- We've taken it to the drag strip a couple times.
We've done dyno runs.
- To and from Vegas, yeah.
- Everything.
Lucky basically drove this thing into the ground.
- To the ground.
- Into the ground.
You've already upgraded the suspension.
- Yep. - Motor and trans
is out and it's time to make some horsepower.
- [Lucky] That's right we're going to do
the Magnuson supercharger and some AFR heads.
- So cylinder heads,
and a rude supercharger.
- Yes; very happy man
is having a hard time containing myself.
- You look excited.
- I am. - All right
let's get started.
(blues music)
So here it is, the six liter out of your Chevelle.
- [Lucky] Yes it is.
- This thing made 415 wheel horsepower.
And what did you do to it to make that kind of power.
- Well this thing was a DOD motor displacement on demand.
It used to have a gadgetry that went on
the top right here that would shut off pistons
at cruise.
Took that all that off, changed the cam.
Timing cover, oil pump.
I put ARP head bolts in it and some new head gaskets.
And we have taken turns beating
the crap out of it ever since.
- We sure have.
We had a ton of fun at 400 horsepower,
how much are we going to have at six or 700 horsepower?
- Yeah I don't know.
- The answer is lots.
So let's get these heads off and put the other ones on.
- All right let's go.
(blues music)
So when we were putting in the head studs everything
went in fine except for the short ones at the top,
so we have the tap.
We're going to just chase all the threads
with a nice clean little tap.
And I'm taping it up so that none
of the metal shavings go into the motor.
Join us won't you.
(drum beat)
- I don't really know if I should,
recommend this or just have a disclaimer
that this is, not something I would probably do myself.
- But cars with muscle.
- Yeah more than-- - Cars with muscle.
- Two minutes to spare.
- Engines with muscle. - Do it by hand.
The LS nine is a multi-layer gasket.
So it's going to seal a little bit better
and since this will have increased cylinder pressure
from all that air flow and the boost
to the supercharger in these should help out.
(rattling)
So what are these AFR heads?
- These are the 72 CC.
- And the intake valve is a 2.080
and the exhaust valve is a 1.6,
230 three three CC intake port.
Flows up to 328 CFM.
- So we got the studs in, we got the washers all installed.
They give you an assembly lube
that you just put on the bottom side of the nut.
It stops metal from metal basically,
this stops it from galling and still allows you
to have an accurate torque specification.
(jazz beat)
- So it's time to torque down these AFR heads
with the ARP studs.
Now every time you get a fastener kit
there's going to be specific torque instructions.
These guys are nice enough to give us
a cool procedure as well as the torque value.
Every car has a pattern.
Every manufacturer specs one out
and it's just to basically start from the inside
and sort of work your way to make sure
that the head lays down flat.
- Okay so we just got done torquing all the heads down,
that'll work out great.
Cleaned up all the push rods, checked the measurements,
they all checked out just fine.
I'm going to drop them all in
and then Tony's going to come in
with the rocker arm assembly and we're getting
a little bit closer every minute.
- [Tony] Every engine's different.
LS has separate pedestals, so you want to make sure
that every one is lined up close enough
to get on top of the push rod.
And we're going to spin the motor over
as we torque it in to make sure
that the cam is on the base circle of each rocker
as we tighten it down.
- So I just got done taking off the truck accessory drive
and the lower harmonic balancer.
This is the Corvette harmonic balancer.
This will move all the accessories,
belts, drive and everything closer to the engine block
which will allow us to put a heat exchanger
between the core support and the front of the engine.
We're going to have that much room.
- It's going to take a lot of power
from the crankshaft to drive that supercharger
and these things tend to spin,
especially on modern engines which aren't keyed,
they're just slip fit.
So there's a cool solution from Magnuson
and what we're going to do is use this little fixture,
drill a place to drive two pins
in between the crankshaft snout and the dampener.
So now we have these holes drilled,
when we install these pins there's no way
that one will be able to spin without the other one.
(rock music)
- Next stop, the water pump.
Called RockAuto, pretty sure we ordered the right stuff.
(thumping)
There it is.
(chime)
RockAuto.
(rock music)
(clicking tongue)
It's like a horse is going to come galloping in
when I do that.
(clicking tongue)
- So now it's time to put the valley pan on for real.
Lucky put some new O rings in the bottom
we were waiting on.
Here it goes.
Great job everybody.
(rock music)
Ready for the fun part?
- [Lucky] I'm ready buddy.
I've been ready.
- Crowd's going crazy.
(grunting)
This thing delivered they have an act like it's all heavy.
- Oh man.
All right one-- - Wait wait wait wait.
- Two. (grunting)
(gentle rock music)
- Perfect. - You're the one to look down.
So we've got the Magnuson supercharger laid
onto Lucky's six O,
now we're just going to bolt it down
and then we've got a couple different things
to figure out, but it went right into place.
Valve alignment looks good, we're well on our way.
So we just spent like 25 minutes goofing around
with different accessory spacers trying to get
everything all figured out.
- It was more like 45.
- It was a long time.
Water pump on off, on off, on off.
Short, mid length, long, blah blah blah.
Anyway we've got it all figured out.
Turns out we don't have the stuff we need.
Let's throw this motor in the car
while we have some stuff overnighted.
- Yes. - Yes.
- Let's do it.
(slow rock music)
- We've decided to put the clutch
and flywheel on
before we put the engine in which I like doing anyway,
but also it's going to be way easier
for you guys to see.
- Okay so this is the clutch by Hays.
It's a dual disc clutch.
This is the pressure plate.
These are the discs.
- Yeah and it's full metallic with a sprung hub
so it's like race plus street.
Best of both.
- [Lucky] Race plus street?
- [Tony] Yeah it's good.
- Is that even legal?
So I have to disassemble the whole thing
to install the flywheel,
then I have to reassemble everything obviously
underneath the car and so on and so forth.
And here we are.
It's an aluminum flywheel with a steel gear
and a clutch surface riveted to it.
I love this thing.
(rattling)
(slow rock music)
(rattling)
(slow rock music)
- [Tony] You're good, you're good.
- [Lucky] Oh we going down slow, this is my car.
Watch your digits.
Completely untrustworthy with this machinery right here.
- You're good.
(metallic rattling)
- [Lucky] Look at that.
- Lucky's got his T-56 rebuilt and upgraded trans-zilla
and since there's a fresh clutch
we are going to do the measurement again
to see exactly where the clutch fingers sit.
We use this information to figure out
how many spacers we want to put behind
the throw out bang so we can get just under
a quarter inch of space.
We've got the trans on the transmission jack,
it's going up into the car.
We've lowered the back end of the engine down
to get the most access possible
and hopefully it goes right it.
(jazz beat)
You have to get both discs perfectly aligned
so it's really tough to get these in.
Input shaft is brand new so it's even
a little bit tougher than a,
well worn set up.
- [Lucky] It's literally twice as hard.
- Yeah it's pretty tough.
But we got it all lined up just right
and it slid close enough that we can get bolts in it,
so we're in good shape.
- [Lucky] What else is going to fit while it's in the air?
- We'll do headers, exhaust.
- Starter motor yeah.
- Waiting on accessories.
Oh here they are.
- That's like magic.
- Look at that. - What was that?
That's crazy.
- [Tony] These are Hooker BlackHearts made for an LS
in a Chevelle.
- These are very complicated to install.
Allow me to demonstrate.
Done.
- Yeah mine's close too.
- Dude seriously mine is done.
- Op there it is.
(laughing)
- [Lucky] Do you see the welds on there?
- [Tony] It's a very nice piece.
I've spent hours putting headers in.
- Yeah I've spent putting headers on
and then got it all done and they drug on the ground.
- Yeah. - These are tucked nicely.
- The idea that we didn't have to jack the motor up
or take anything off, which is kind of amazing.
Lucky's throwing in the starter motor
and I am going to put the drive shaft in this thing
and we're going to keep working under the car.
(slow rock music)
There it is.
- So I went over and opened up the BlackHeart box
of the three inch exhaust that the guys
at Holley took it upon themselves to send me.
- [Tony] All right so let's try it like this.
- Let's try it.
- We think this is right.
(clanging)
- The header on that side's just a little bit higher.
I had the same issue before.
- It's not helping.
- That's 'cause you weigh like 90 pounds.
- So we've run into a little bit of interference
with Lucky's home made trans cross member
and this pipe.
It's no big deal.
Exhaust pipe is up into the cross member a little bit,
we'll figure something out.
(clang)
(clanging)
No mercy.
- [Lucky] That looks sweet.
- [Tony] That should do it.
- K here we go.
Hold on, careful.
Little more to the left.
Easy, careful easy.
Cheese and rice.
- Well get that side on.
Yes.
That's fine.
Cool.
It's a nice exhaust.
- Three inch.
(mechanical whining)
(clanging)
(mechanical humming)
(sizzling sound)
(mechanical whining)
So even though this Holley BlackHeart exhaust system
comes complete with everything to get all the way
over the rear axle and out the back of the car
where you don't smell anything,
unfortunately I got an aftermarket rear differential
in here and the housing's bigger than stock
so we're going to put some turn downs
just before the axle and then I'll modify
the over the axle tubes later and install them.
That's a muffler hanger.
(mechanical whir)
- [Tony] We've got this new inlet snout
and we changed this to push the throttle body out.
- [Lucky] Inlet snout?
- Yeah, that's your high school nickname?
- It's my street name.
Lucky wasn't weird enough.
Okay so the short bracket finally showed up
for us to use the Corvette accessory drive
and we're getting ready to install it right now.
Join me won't you.
(blues music)
- Hopefully the last time this water pump goes on.
(blues music)
Just taking a little gap out of these things.
(blues music)
Okay hold it, go around here,
go around here, over on this one.
We're just using a piece of scrap wire
to get the routing exactly how we want it.
We're going to just mark this piece of wire,
we'll cut it.
So now we know exactly how long our belt needs to be.
- Before the pre-tensioner is loaded so it needs to be,
the inch shorter than that at least.
- I usually get a size above and a size below
and man I go back at the parts store like two more times.
- Yeah.
(thud)
- All right so these are our previous mistakes.
- And by ours you mean Roadkill.
- I think you know we can all take blame for some of this.
- No way.
- We've got a belt.
This one is 127 inches long.
There's not a whole lot of options in this size category.
- [Lucky] No there's two.
- [Tony] Yeah we'll see.
- [Lucky] This goes back up here.
- [Tony] And then you're going to go,
yeah right this exactly.
- [Lucky] Yeah that might work.
- Oh yeah, let go.
Yeah we just need to dial it down a little bit
but this'll work.
So we got some of these from Holley,
it's their new thin valve cover and we painted them black
and they look radical.
Let's see, like that.
(blues music)
- It fits, it's weird.
So originally the way the car was set up
they had the radiator inside the core support
which is stock, standard procedure,
and the AC condenser on the outside here
where the heat exchanger is now.
I modified some brackets and made the AC condenser
bolt to the front of the radiator
and then made a couple of spacers to put
the whole thing on the inside.
And, I'm surprised it actually fits.
I mean yeah, I meant for it to work like that.
That's how I roll.
- I'm changing over to a three bar map sensor,
this is an earlier GM style but it,
dudes have been using these things on race cars
for a million years.
I'm just going to have to change the connector
and run the, a boost reference line to it.
One tip: when you mount these things
you want to put them like this
with the vacuum source pointed up.
That way they won't fill with oil or anything
and they seem to read better that way.
- Okay I just got done mounting the coolant pump.
It actually pumps fluid from the heat exchanger in the front
to the intercooler under the supercharger.
Here's Tony with your Lincoln Tech tip
to tell you exactly what that does.
(dramatic music)
- Welcome back to another Lincoln Tech tip.
Today we're going to talk about the different types
of intercoolers and how they work.
There are two main types of intercoolers:
air to air and air to water.
Now air to air uses outside air to cool
the charged air in your system.
That means that the heat exchange happens
when the hot air in your charge pipes is cooled
by air running across an intercooler.
Now there are some pros and cons
to running an air to air system.
The pros are it doesn't take any power to run it,
there's no water involved so there's no chance of leaks,
and as long as there's good clean air flow
to the intercooler core there will be no heat soak
which is when an intercooler loses its ability
to cool and temperatures continue to climb and climb.
The cons of an air to air intercooler system
are the overall efficiency is limited
by both the outside ambient air temperature
flowing across the core, and where that intercooler core
is mounted in the car.
Another thing you have to consider
is that the intercooler core must be mounted somewhere
that sees fresh air, so your packaging options
are pretty limited.
So an air to water system like we have on Lucky's car
is quite different.
The heat exchange that's happening here
is between water and air.
Basically there is one single heat exchanger
that takes the heated air from your turbo
or your supercharger system and it is going to run it
through an intercooler that's full of cold water,
cooling down the intake charge and letting
your engine make more power.
Now that hot air that's been heated from that charge
is pumped to a second heat exchanger that sits
in the front of your car is going to see cold fresh air
cool that water down and send it back up
into the intercooler.
There are pros and cons to an air water system.
The pros being that it's super efficient
and it's going to make a lot of power,
and because of all the small different parts
don't need to necessarily be mounted anywhere specific.
You have a lot freedom with how you put it together.
Cons being that there's a lot more moving parts
so it's really complex, there's more points for failure
and it's more expensive.
As well as because where the intercooler is placed
it is more prone to becoming heat soaked
which basically negates the entire thing.
So now that you guys are experts on air to water
and air to air intercooler systems,
you can use your packaging options,
your money you have to spend, and the kind of driving
you're going to do to make a decision
on which intercooler system is right for you.
- [Commentator] Lincoln Tech can teach you
how to have a career working with cars.
See LincolnTech.edu.
- [Tony] I'm going to install this Holley 105 millimeter
throttle body.
- [Lucky] What they didn't make a bigger one?
- [Tony] I don't think anybody makes a bigger one.
- The computer makes it open and close
to bypass some air to basically control the idle.
That's why they call it an idle air control valve.
- This has to go to dyno tomorrow,
but as you can see we're really moving along.
Cooling system is done, supercharger's on.
Most of the wiring is done.
Lucky's got to bring his computer in so that we can set
it up for the new map sensor and injectors,
fire it up, and then get someone way more qualified
than us to properly tune it.
(rock music)
So it's the morning on our last day.
We've been here a few days hustling hard,
but we're not quite done yet
and the car has to go to dyno in a few hours.
- [Lucky] Where do you think this goes?
- Extra to me.
(blues music)
- This is actually the sub-harness that comes
with the coolant pump.
It circulates the fluid through the heat exchanger
and the intercooler.
It is pre-wired, pre-terminated,
pre put together.
It's fused and relayed and it is
a simple hook up.
- So I've extended the throttle position sensor wire
and the idle air control wire.
Plugging those in and we are just about ready
to fire this thing up.
What's left Lucky?
- [Lucky] The stuff in that one place and that thing.
- Oh perfect.
- The throttle body used to be here.
So the throttle cable was only this long
and now the throttle body's up here
so the throttle cable's this long.
This, is that all in the camera?
This long.
But luckily, Holley makes a great little plate
that bolts right on, holds everything.
- Moment of freedom right here.
- Yeah, sure runs quiet.
Thought there'd be more whistle.
- I know I thought we'd hear it, crazy.
Basically engine computer is going to take in
a bunch of inputs like crank and cam position sensor
that tells it where the engine is
and how fast it's spinning.
Throttle position, how much the throttle's open,
map sensor, stuff like that.
And then we should be able to get it fired up.
Okay go ahead give me some, gas.
- [Lucky] Offset it to one, or well let's see what it reads.
- [Tony] Let's see what it does.
- You done playing, what are you playing there?
- Contra.
- Here we go.
(engine starting)
(engine rumbling)
So basically we didn't break anything right?
- I don't think so.
It's rough but we have a pretty bad ass
tuner friend that's going to fix that.
- And his name is, Shawn at Church's dyno tune.
- His name's Shawn Church.
- Is it Shawn Church? - Yeah.
- Can I get a witness?
- Mm hmm, he's going to exorcize these demons
you know what I'm saying.
(blues music) (engine whistling)
(blues music)
We just arrived with Lucky's Chevelle
at Church's Automotive Testing.
They use a Dynapack style dyno.
These are mobile small units that bolt
to the drive hub and read the power
more or less at the wheels.
And our buddy Shawn is going to make that thing run awesome.
It's time to make a whole bunch of power.
(engine starting)
(engine revving)
- So Shawn just got done making another pull
with the Chevelle.
We got over 550 horse at the rear wheel.
Over 600 foot pounds of torque which is just
astronomical compared to what it used to do.
We ran out of gas at higher RPM,
it started to drop off which means we need
to replace the fuel pump,
which means there's more ponies in there.
Other than that I am stoked,
I am super stoked, I want to take this thing
out on the road and drive it around.
- That's what I'm saying, let's go.
- I didn't know he was standing right there.
- Time to go.
Let's party.
(engine revving)
- Hey you know when I said we're supposed
to break it in in 150 miles?
- Yeah. - I lied.
- I love it. (engine revving)
- Push me back.
(laughing)
- Let's see how she does.
(engine revving)
Woo!
(engine revving)
It sounds cool. - It does.
- Take a tired out old six liter truck motor,
bolt on some AFR heads.
And a supercharger and it is bad ass.
(engine revving)
Yeah this thing screams huh?
(laughing)
- [Lucky] You want to get into a fight?
That's where you go.
- Those things look pretty tough
and they're already tired of our (beep)
I can tell you that much.
(engine revving)
(honking)
Oh boy, points right there.
Side note: who is still using car alarms?
(laughing)
- [Lucky] I'm so fortunate they have
this closed course right here.
- Yeah.
(engine revving)
Woo!
- She's got a little something.
- Yeah she's got some pepper.
(engine revving)
Man, we're out here raising hell in the streets.
That's it for this episode of Hot Rod Garage
presented by Lincoln Tech.
Was an awesome time--
- Unbelievable.
- Lucky's Chevelle is making big boy power now
and I'm going to get behind the wheel one of these days.
- Oh yeah, it's going to happen.
- It's going to happen.
Don't forget to check us out on social media
between episodes the show is Hot Rod Garage show
on Facebook and Instagram.
On Instagram I'm Tangelo96.
- I'm still MobileTechLucky.
- MobileTechLucky, we'll see you guys next time.
- See ya.
(mechanical humming)
Wee!
(mechanical humming)
Wee!
(mechanical humming)
Weee.
(engines humming)
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